Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02721079 2010-10-08
WO 2009/131918 PCT/US2009/041063
MULTIPLE BATTERY SYSTEM FOR A MOTOR VEHICLE
REFERENCE TO A RELATED APPLICATIONS
[001] This application claims the priority of U.S. Provisional Patent
Application
No. 61/046509, filed 21 April 2008.
[002] Technical Field:
[003] The technical field relates to motor vehicle electrical systems and more
particularly to a multiple battery system where the batteries are isolated by
function.
[004] Background:
[005] In normal operation, electric starter motors for diesel engines
intermittently draw a substantial quantity of power for brief periods. The
lead-acid
batteries designed to meet the relatively brief, high power draw
characteristic of
these electric starter motors do not exhibit good deep and high cycle
characteristics.
Repeated deep discharge of such "starter" or "high output" batteries can
greatly
shorten the useful life of the batteries. Starter batteries last substantially
longer if the
batteries are kept fully charged and high cycling and deep discharge of the
batteries
is avoided.
[006] Supplying power for cold cranking of the engine is not the only power
demand present on vehicles when the engine is off. Trucks used for long haul
shipping and equipped with sleeper compartments may rely on battery supplied
electrical power during periods when the vehicle's engine is not running and
the
alternator is not available to supply the electricity used for communication
equipment,
radios, lights, microwave ovens, televisions, computers, etc. Split or "dual"
battery
systems have been used where multiple batteries are installed on a vehicle
with
some of the batteries reserved for starting the vehicle and other batteries
being used
to supply electricity to electrical loads when the engine is not running.
Canadian
Patent Application No. 2 538 646 teaches a representative split battery system
for a
truck. There it was suggested that battery types be differentiated between
starter
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batteries and high/deep cycle batteries tolerant of deep discharge to be used
for
longer duration, relatively steady loads.
[007] Contemporary regulations relating to commercial motor vehicle drivers
provide that drivers are to take at least 8 consecutive hours in the sleeper
berth, plus
2 consecutive hours either in the sleeper berth, off duty, or any combination
of the
two. This differs from prior regimes where drivers using a sleeper berth were
to take
hours off duty, but could split sleeper berth time into two periods provided
neither
was less than 2 hours. Long sleeper birth time and increasingly accessible DC
power accessories appear to have resulted in an increase in vehicle electrical
loads
when the engine is not running and deeper discharging of vehicle batteries.
There is
also evidence of shorter duration runs of trucks with a consequential
diminishment of
full recharging of the starter batteries. These factors contribute to
batteries not being
fully charged and to high parasitic loads on the batteries pushing the
batteries into
high cycling and deep discharge conditions with consequential shortening of
battery
life.
SUMMARY
[008] An electrical system for a motor vehicle includes first and second
battery sets. The first battery set generally supplies power to vehicle
electrical loads
while the second battery set is used for the engine starter system. The
vehicle's
engine driven alternator is connected to recharge the first battery set and to
meet
vehicle electrical demand when the engine is running. Recharging of the second
battery set is provided by a charger connected to draw power from the first
set and to
transfer the power to the second set whether or not alternator power is
available.
BRIEF DESCRIPTION OF THE DRAWINGS
[009] Fig. 1 is a block diagram schematic of a vehicle and elements of the
vehicle's electrical system.
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[0010] Fig. 2 is a circuit diagram of a split battery configuration and
charging
system for a vehicle electrical system.
[0011] Fig. 3 is a circuit diagram of a split battery configuration and
charging
system for a vehicle electrical system.
DETAILED DESCRIPTION
[0012] In the following detailed description, like reference numerals and
characters may be used to designate identical, corresponding, or similar
components
in differing drawing figures. Furthermore, example sizes/models/values/ranges
may
be given. In circuit diagrams well-known power and ground connections, and
similar
well-known elements, may be omitted for the sake of simplicity of
illustration.
[0013] Fig. 1 of the drawings shows a motor vehicle 10. A chassis 12
supports an internal combustion engine 14 which is connected by a transmission
16
and a drive shaft 26 to a rear end differential 27. Wheels 18, 20, 22, 24 are
located
at the four corners of the chassis 12 to provide support for the chassis 12 by
a
suspension system (not shown). Rear wheels 22, 24 receive torque for
propelling
vehicle 10 from differential 27. These components are conventional and are
intended as illustrative of the environment of a vehicle electrical system.
[0014] Motor vehicle 10 is usually equipped with conventional 12 volt direct
current (DC) electrical alternator 28 which is driven by a front engine
accessory drive
(FEAD) belt 28 off the engine 14. Alternative drive mechanisms for the
alternator 28
are possible, such as a drive gear. A DC electric starter motor 66 is coupled
by a
mechanical linkage 29 to engine 14 to crank the engine for starting. Two
battery sets
are installed on motor vehicle 10, a hotel or electrical systems battery set
54 and a
starter battery set 56. The system is not limited conceptually to systems
using 12
volt alternators and batteries, though these are in common use at present.
Most of
the vehicle's electrical loads are carried by the electrical systems/hotel
battery set 54
or the alternator 28. The starting load is substantially carried by the
starter battery
set 56.
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[0015] Alternator 28 supplied direct current at a nominal 12 to 14 volts on a
bus 44 to the hotel battery set 54 and an electrical power consumer 55,
primarily
representing cab electrical appliances, lighting and the like. When alternator
28
power is not available, primarily because engine 14 is not running, consumer
55 can
draw power from battery set 54. Starter battery set 56 is charged from the
hotel
battery set 54 by a charger 60. Starter/cranking motor 66 draws power from the
starter battery set 56 through a cranking motor solenoid 64 the state of which
is
controlled a starter magnetic switch 62.
[0016] Referring to Fig. 2, a vehicle 10 electrical system 100 includes a
"4+3"
split battery system 52 having three parallel connected, hotel batteries 54A-C
and
four parallel connected, cranking or starter batteries 56A-D. Hotel batteries
54A-C
are usually high cycle batteries such as a lead acid type Absorbed Glass Mat
(AGM)
12 volt batteries. Alternative types of high cycle batteries can also be used.
Cranking batteries 56A-D can be lighter weight, conventional 12 volt lead acid
batteries designed to meet large current flow for short durations. Hotel
batteries 54A-
C are electrically isolated from cranking batteries 56A-D with the only common
connection from the two sets of batteries being to chassis or frame ground.
The
batteries within sets 54, 56 are connected in parallel by jumping the positive
terminals to one another and similarly jumping the negative terminals one to
another.
[0017] Alternator 28 is shown connected to supply power to the positive
terminals of the three hotel batteries 54A-C by an optional fusible link 58
for
recharging the batteries. Alternator 28 is electrically isolated from the
cranking
batteries 56A-D and is a remote sense alternator which obtains regulator
voltage
from the hotel batteries 54. The cranking batteries are recharged by a charger
60
which draws power from the hotel battery set 54A-C. Charger 60 operates to
transfer
power from hotel batteries 54A-C to cranking batteries 56A-D to keep the
cranking
batteries 56A-D fully charged. This occurs if the cranking battery 56 voltage
indicates the cranking batteries 56A-D are in any state of discharge
regardless of
whether alternator 28 is supplying power to the hotel batteries 54A-C or not.
Charger
60 can control the rate of charging of cranking batteries 56A-D based on
various
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factors, including the degree of discharge of the batteries or their
temperature.
Typically battery voltage is used as a proxy for the battery state of charge.
The
charge voltage is usually varied in the inverse of the temperature of the
batteries.
This is done since the charge acceptance of lead acid batteries deteriorates
as
battery temperature falls. Charging voltage can be increased to maintain the
charging rate as battery temperature falls. Typically ambient temperature is
used as
a proxy for battery temperature. Charging control could be made finer
depending
upon the data available. Charging rate is controlled by varying the output
voltage of
the charger 60. Charger 60 is connected between the positive terminals of
battery
54C and battery 56D by current limiting fuses 71 and 73.
[0018] Cranking batteries 56A-D are largely isolated from most vehicle loads,
excluding the starter circuit of cranking motor 66, cranking motor solenoid 64
and
starter switch 62. The cranking batteries 56A-D are also isolated from the
alternator
28 by hotel batteries 54A-C and charger 60. Outside of periods of cranking
there
should be relatively little electrical noise on the cranking battery 56A-D
terminals.
This makes the cranking batteries 56A-D a relatively clean source of power in
the
electrical sense and one having a highly stable output voltage. The cranking
battery
set 56 may be applied as a power source for some vehicle electrical loads,
generally
including electronics which exhibit low current draws and which might not
perform
properly if input voltage is excessively variable or noisy. An engine control
module
80 connected to battery 56C by a pair of protective fuses 77 is a possible
example of
such a load or electrical consumer.
[0019] Referring to Fig. 3, a vehicle electrical system 102 includes a split
battery system having two parallel connected, hotel batteries 54A-B supporting
12
volt vehicle loads (cab feed) and two series connected, cranking or starter
batteries
56A-B for a 24 volt DC starter system. Hotel batteries 54A-B are usually high
cycle
batteries such as a lead acid type Absorbed Glass Mat (AGM) 12 volt batteries.
Alternative types of high cycle batteries can also be used. Cranking batteries
56A-B
can be lighter weight, conventional 12 volt lead acid batteries designed to
meet large
short duration current flow. Hotel batteries 54A-B are electrically isolated
from
cranking batteries 56A-D. The batteries within set 54 are connected in
parallel by
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jumping the positive terminals to one another and similarly jumping the
negative
terminals one to another. The batteries in the cranking set 56 are connected
in
series by jumping the positive terminal of battery 56A to the negative
terminal of
battery 56B. A voltage balancing equalizer 83 is connected to the positive
terminals
of both batteries 56A-B and operates to even the distribution of charge
between
cranking batteries 56A and 56B. Equalizer 83 operates to reduce the voltage
difference between batteries 56A and 56B to under 0.1 volts. Engine control
module
80 is connected to the first battery 56A in series to obtain a twelve volt
source. The
cranking battery set 56 is charged from a voltage doubling charger 85. Charger
85
may be set to transfer energy at a rate which keeps up with energy drain
during
cranking and sustaining loads from the engine and transmission feeds. The
starter
system is a 24 volt system, but otherwise is unchanged in layout from the 12
volt
system with a starter magnetic switch 62, a cranking motor solenoid 64 and a
24 volt
starter motor 66.
[0020] Alternator 28 is connected to supply power to the positive terminals of
the two hotel batteries 54A-B by optional fusible links 58 for recharging the
hotel
battery set 54. Alternator 28 is electrically isolated from the cranking
batteries 56A-B.
The cranking batteries 56A-B are recharged by a voltage doubling charger 85
which
draws power from the hotel battery set 54. Charger 85 operates to transfer
power
from hotel batteries 54A-B to cranking batteries 56A-B to keep the cranking
batteries
56A-B fully charged. This occurs if the cranking battery set 56 voltage
indicates the
cranking batteries 56A-B are in any state of discharge regardless of whether
or not
alternator 28 is supplying power to the hotel batteries 54A-B. Charger 85 can
control
the rate of charging of cranking batteries 56A-B based on various factors,
including
the degree of discharge of the batteries or their temperature. Typically
battery
voltage is used as a proxy for the battery state of charge. The rate of charge
is
usually varied as the inverse of the temperature of the batteries. Charging
rate is
controlled by varying the output voltage of the charger 85. Charger 85
includes a DC
to DC converter to provide the step up in voltage.
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